US1971950A - Automatic train control - Google Patents

Description

Aug. 28, 1934. P. JQSIMMEN AUTOMATIC TRAIN CONTRQL Filed April 1o, 1925 E ATTORNEY /NVENTOR Patented Aug. 2S, 1934 unirse STATES PATENT ortica g 43 Claims.

This invention relates toA railway train governing systems, particularly, those systems in which remote track switches are governed from a distant point, from which other train Vcontrol apparatus is also governed, and relates more especially tc systems specied in which there is both l switches are in, and, in general, operate the system with little7 if any, recourse to the usual train order system-oi train dispatching.

Electrically operated switch machines for the purpose of throwing switches from a remote point are well known to those skilled in theV art, but heretofore no system has beendevised coacting with the` switch mechanism by whichA the engineer is advised by means of distinctive signals, whether the switch is opener closed.

A further objectl of the invention is to prevent the throwing of a switch from a remote point when the train is too near the switch to enable it to be brought down to a reasonabl speed, when the switch is open.

A further object of the invention is to indicate or record at central station, as vto what position the switch was in upon the approach of a train toit.

Other objects and advantages will appear as the description of the invention progresses and the novel features will be particularly pointed out in the appended claims. y Y

ln describingthe invention in detail, reference to the accompanying drawing wherein I have illustrated a preferred physical embodiment ci my invention and wherein like characters or reference designate corresponding parts throughout the several views and in which: Y f

Figure 1 is a schematic representation of the apparatus and circuits in the dispatchers oice, interlocking tower or way station, and along the track: Fig. 2, is ar schematic representation -of the apparatus and circuits on the locomotive Aor car by which, withcertain cooperating parts of I signals are displayed on the locomotive or car. o

i shows a main track consisting oi track rails l and 2. Rail l is electricallycontinuous and rail 2 is divided into sections by means of insuiating joints as 3, thus dividing the track into block sections. Near one end of the block is a track battery as e and near the other end of the block are track relays as 5 and 6 constituting with their connections to the rails typical track circuits for the two blocks or sections of track,` well known to those skilled in the art. Track relay 5 is responsive to a train in block A and track relay 6 is responsive to a train in Yblock B. In block B a siding as 7 is shown. At the clearance point of the siding, insulating joints as 3 electrically separate the straight portion of the siding from themain track. At the switch points Ofkaswitch as 159, leading into siding 7, is located a switch machine as S. The switch machine S may be of any well known type, consisting of a motor, whichwhen current is supplied to it flowing in a certain direction, will close the switch, and if current is supplied to the motor flowing in the opposite direction the motor will rotate in the opposite direction and'open the switch. Y

`For the purpose of brevityin this specication, oy a ffclosed switch is meant that a train moving from block A to B, will continue on the main track;` and Vby an open switch is meant `that the switch is in such a position that when a train is moving from block A to block B, it will proceed into .the siding.

Track relay 5 controls armatures 8 and 10 and when track relay 5 is energized, armature 10 will close `iront contact 11 and when track relay 5 is deenergized, armature 8 will close back contact 12. 1n Figi 1, are shown four signals designated as No'. -1,- No. 2, No. 3 and No. 4. These signals are erected along the trackway in suitable locations in the usual manner so as to be easily visible to an engineer on an approaching train moving-in the direction ofthe arrow in the trackway. Whilethe iour signals have been shown as grouped at one point, it is evidentthat each signal may colocated at any point along the track most suitable to be acted upon by the engineer of a train in approaching the switch.A`

These four signalsv are controlled by the several positions of the armatures of a relay 14,

suitably housed along the track. This relayis' of the neutral-polar type, having both a neutral and polar armatures, and, as the armatures therefore may Vdistinctively respond to three circuit conditions, is known as athree position relay. Through a manually 'operable pole changing switch 15 in the dispatchers oflice, interlocking tower o1' way station, polarized relay 14 may be positively energized, or negatively energized or deenergized.

When switch 15 is in contact with'spring contact as 16, polarized relay 14 is positively energized through a circuit as follows: From positive pole of battery 17 in the dispatchers oce, wire 19, spring contact 16, switch 15, wire 20, relay 21, line wire 22, terminal 23, wire 24, terminal 25, resistance 26, polarized relay 14, wire 27, to track rail 1 and thence by wires 28 and 29 to the negative side of battery 17.

When switch 15 is in contact with spring contact as 30, polarized relay 14 is negatively energized through a circuit as follows: From positive, pole of battery 18 in the dispatchers office, wires 31 and 28, to track rail 1 and thence by wire 27, polarized relay 14, resistance y26, terminal 25, wire 24, terminal 23, line wire 22, relay 21,`wire 26, switch 15, spring contact 30, and wire 32, yto

the negative pole of battery 18.

When switch 15 is disconnected from either spring contacts 16 or 36, no current is yflowing through either of the two circuits described, and polarized relay 14 becomes deenergized.

iolarized relay 14 controls aneutral varmature and four polarized armatures 34, 35, 36 and 37. Polarized armatures 34 and 35 are pole changing members of a switch for the purpose of changing the direction of new of current in the circuit they control. Polarized armature 36 controls the circuit through signals No. 1 and No. 2; `and polarized armature 37 is for the purpose of repeating certain signals on the locomotive as will be hereinafter more fully described. A commercial form of neutral polarized relay has a neutral armature carrying one ormore contact ngers and a polarized armature carrying several contact iingers which are moved to establish or interrupt a circuit in accordance with the polarity of the relay magnet. These Contact fingers, carried by the polarized armature are he ein referred to as polarized armatures. y

As hereinbefore stated when switch 15 is in con-- tact with spring contact 16, polarized relay 14 is positively energized and neutral armature 33 makes contact with Contact 38 and polarized armatures 34, 35 and 36 with contacts, 39, 46 and 41, respectively. This position of the several armatures establishes a Vcircuit through signal No. 1 as follows: From pole of battery 42, wires 43, 44 and 45, armature 33', front contact 38, wire 46, polarized armature 36, Contact 41, wire 47, armature 9 of traclrrelay 6, front contact 43, wire 49, signal No. 1, and wire 50, to the other pole of battery 42. v

A second circuit is also established through switch machine S as follows: From positive pole of battery 42, wires 43, and 51,l contact 39, polarized armature 34, wire 52, rnotor otswitch machine 53, wire 54, front Contact 11, armature 10 of track relay 5, wire 55, polarized armature 35, contact 40, and wire 56, to the negative pole of battery 42. When the current is passing through motor 53 of the switch machine in the direction just described, the switch machine will close the switch. .The circuit through motor 53 is taken Ythrough armature 16 of track relay v5, to prevent the dispatcher from throwingrthe switch while a train is occupying lock A. 1t is obvious that when block A is occupied by a train, track relay becomes deenergzed, so that armature 16 will break` front contact 1'1 and as long Vasthe train remains inblo'ck A, the switch cannot be moved from the position it is in.

Assume now that switchi15 isplaced in the position to make contactwith spring contact 1 6 by the dispatcher, thus displaying a clear signal to a train moving from block A toward block Band the signal No. 1 further indicating that the switch is closed; if there a train in block B, then signal No. 1 is annulled by reason of track relay 6 being deenergized and armature 9 o1 track relay 6 breaking front contact 48 and thus breaking the circuit through signal No. 1. When block B is thus occupied, signal No. 1 is annulled by reason of track relay 6 being deenergized, a circuit is established through signal No. 4 as follows: from positive side of battery 42, wires 43 and 44 and 57, armature 3.3 of track relay 6, back contact 58, wire 59, signal No. 4, and wire 56, to the negative pole of battery 42. Thus when the dispatche intends to display a clear cr No. 1 signal to a train approaching block B. but there is a train in blockB, signal No. 1 will invariably be annulled but signal No. 4 will be displayed indicating to the engineer that the block ahead is occupied.

When switch 15 in the dispatchers cnice is placed in contact with spring contact 36, polarized relay 14 is negatively energized as hereinbeore described, neutral armature 33 makes contact with front contact 38 but polarized armatures 34, 35, 36 and 37 are now in the leit hand position opposite to that shown in Fig. 1 and they make contact withtheir respective contacts 60, 61, 62 and 63. Ths position of the several armatures establishes a circuit through signal No. 2 as follows: From positive pole of battery 42, wires 43, 44 and 45, armature 33, front contact 33, wire 46, polarized armature 36, Contact 62, wire 64, signal No. 2 and wire 50 to the negative pole of battery 42.

A second circuit 'is also established through motor switch machine S as follows: From positive pole of battery 42, wire 43, contact 6l, polarized armature 35, wire 55, armature of track relay 5, front contact 11, wire 54, motor 53, wire 52, polarized arniature34, contact 60, and wire 56 35:,

to the negative pole of battery 42. Thus when switch in contact with, spring contact 36, switch machine S opens the switch since the direction of flow of current is now reversed through motor 53, and signal No. 2 is now dislll@ played, indicating to the engineer to slow down,

that the switch is open'and to take the siding. It will be observed that while signal No. 2 may be displayed in this manner the switch machne cannot open the switch if block A is occupied for 1' the same reason as hereinbefore described.

When switch 15 is open so as to disconnect it from either spring contacts 16 and 3G, polarized relay 14 is deenergized as hereinbeiore described and neutral armature 33 makes contact with back contact 65. This position of the armature establishes a circuit through signal No. 3 as iollows: From positive poleof battery 42, wires 44 and 45, armature 33, back contact 65, wire 66, signal No. 3, and wire 50 to the negative pole of battery 42. Signal No. 3 may be used by dispatcher to indicate to an engineer on an aproaching train to stop and reportto the dispatcher'or it may be used for any other purpose as determinedby the executive onicers of the railway.

It should be noted that relay 14 is what is known as a three position relay and is opfnateflv by a change in the characteristic of the current in its controlling circuit which cha-nge is effected tpl tion to this, a distinctively different record and indication is made of a train that is signaled for the siding from a train running on the main line, and the dispatcher can gage the speed of these trains by noting the length of time they occupy section A. IThis system of transferring information from the trackside to the dispatchers oice is oiiicially known as OS-ing. l

1t will be understoodthat .the indicating and recording apparatus is controlled by the translating relay 21, and that hereinafter and in the appended c aims the ter'- .translating relay or device will be understood to include such device when used for recording or indicating purposes, or both. y

rEhe centralized trarlic control system as described operates on one line circuit to control the track-side apparatus, including signals and track switch, to indicate and record at the central oiiice certain conditions existing or takirrr place onV the trackway. In the diagrammatic illustration one of the line wires, the return conductor from wire 27 to wire 28 connecting batteries 17, 18, has `been eliminated by utilizing one of the running rails of the track as a return conductor. This arrangement is satisfactory and may be usedv instead of a return line wire whena track rail that is properly bonded at the rail joints can be given over to this purpose. y

For the purposes o1 indicating and recording at the central office over the line circuit, it will be understood that the translating relay 21, connected with relay 14 in the controlling circuit, is of such construction that it will not lift its 1 armature when the current in the line is small as when the resista-nce is high., but will lift its armature when the current now is great. The resistance is lowered to render the current flow great by shunting a resistance in the circuit,

g such as resistance 26, by the track relay 5 dropping its'armature 8.

It will be noted that in the diagrammatic illustration this resistance 26 is included in series with relay 14, both the resistance and relay 14 j being shunted by back contact 8 of-relay 5.

When relay 14 is thus included with resistance 26 in the shunted circuit, rather than including the resistance 26 alone inthe shunted circuit, it will be understood that the resistance values of j the shunt circuit 96, 8, 12 and the shunted circuit are such as to insure current passage through relay 14 sufficient to maintain this relay with its armature in picked-up position at all times when the control circuit is energized.

I will now describe how signals No. 1, 2, and 3 along the track may be reproduced on the locomotive. In Fig. 1 are located train control rails 106 and 107 along the track, train control rails 106 being positioned near the beginning of the block or section A and train control rail 107 being located approximately braking distance from the entrance to the'block B. These train control rails may be positively energized, negatively energized or deenergized, similarly to and 'i in correspondence withipolarized relay 14. The

circuit through the dispatchers oiiice by which the different electrical conditions are established in the train control railsare similar to those described for polarized relay V14 and are as follows:

contact 109 of track relay 6, wire 110, to train control rails 106 and 107 and thence through a circuit on the locomotive to bedescribed hereinafter to track rail 1 and thence through wires 28 and 29 to the negative pole of battery 17.

When the train control rails are negatively energized, the circuit through the dispatchers cnice is as follows: From positive pole of battery 18, wires 31 and 28 to track rail 1 and thence through a circuit on the locomotive to beV described hereinaiter to train control rails 106 and 107 and thence through wire 110, front contact 109, armature 111, of track relay 6, wires 108 and 96, terminal 23, line wire 22, relay 2l, wire 20, switch 15, spring contact and wire 32 to the negative pole of battery 18. It will be noted that this circuit is taken through front contact 109 or" track relay 6 and when there is a train in block B, this circuit which normally energizes the train control rails is broken but a branch circuit is established, which will negatively energize train control rails irrespective of whether there is a train in block B or not as follows: From terminal as 112, in wire 110, wire 113, contact 63,Y polarized armature 37, of polarized relay 14, and wire 114, terminal 25, and wire 24, to terminal 23 in the new circuit.

When switch 15 is disconnected from both spring contacts 16 and 30, no energy can reach train control rails 106 and 107 and therefore these rails are deenergized.

In Fig. 2 are shown threev signals or instrumentalities on the locomotive as No. 5, 6 and 7. Signal No. 5 is displayed when a locomotive is passing a traink control rail which is positively energized. Signal No. 6 is displayed when a locomotive is passing a train control rail which is negatively energized and signal No. 7 is displayed when a locomotive is passing a train control rail which isdeenergized, as will be described more fully hereinafter.

t will thus be seen that when switch 15 is in contact with contact spring 16, polarized relay 14 is positively energized, thus displaying signal No. 1 along the track and closing the track switch and train control rails are also positively energized and signal No. 5 is displayed on the locomotive when it passes a train control rail. 1f, however, there is a train in block B, track relay 6 becomes deenergized and signal No. 4 will be displayed along the track and the train control. rails will also be deenergized by reason of armatrre 111 oi track relay 6 breaking front contact 109 and under these conditions signal No. will be displayed. When switch 15 is in contact with contact spring 30, polarized relay 14 is negatively energized thus displaying signal No. 2 along the track and opening the track switch and the train control rails are also negatively energized and signal No. 6 is displayed on the locomotive, when it passes the train control rail, thus indicating that the track switch is open. Both signal No. 2 and signal No. 6 are displayed irrespective of whether there is a train in block B or not. When switch 15 is disconnected from either contact spring 16 or 30 polarized relay 14 is deenergized, thus'displaying signal No. 3 along the track and train control rails are also deenergized thus displaying signal No. 7 on the locomotive.

The cab circuits capable of displaying three diirerent signals corresponding to the three different electrical conditions of the train control rails are shown in Fig. 2 and are similar to those circuits shown in my prior Patent No. 1,239,049, granted Septemberfi, 1917.

'While the instrumentalities No. 5i, 6 and 7 in Fig. 2 are shown as lamps, they :may equally represent an electro-magnetic device to which motion'is given depending upon whether the circuit is energized or deenergized and such electromagnetic device may be used for other purposes than, or in addition to, the displayof signals to the engineer, such as the proper control ci speed control devices or electro-pneumatic air valves or both. V 1

In Fig. 2 is shown an electric contact `shoe 115, so positioned on the locomotive as to make contact with train control rails 106 and 1,07. '1" contact shoe is hinged as at 116. I'rain control rails 106 and 107 are inclined at the ends so to form a ramp in the usual manner as shown in my prior Patent No. 1,140,623, granted May 25, 1915, and when the contact shoe slides along the ramp, the shoe is tilted so as to break contact 117. This motion of the shoe compresses a spring as 118. When the contact shoe leaves the other end of the train control rail, spring118 forces the contact shoe to the normal position making contact with contact '117. The locomotive also carries a polarized relay as 119 and a battery as 120. The polarized relay 119 controls a neutral armature as 121 and four polarized armatures 122, 123, 124 and 125. Polarized armatures 123 and 124 are pole changing members of a switch for the purpose of changing the polarity` of current from battery 120. Polarized armature 125 con,- trols by its position signal No. 5. Polarized armature 122, controls by its position signal No. 6 and neutral armature 121 controls by its position signal No. 7. Depending upon the direction of the flow of current in relay 119, polarized armature 122, 123, 124and 125 will assume either one or the other of their two positions, to the left as shown or to the right.

When the contact shoe 115 is passing a train control rail'which is positively energized, an elec-v trical circuit is established as follows: From train control rail 106, contact shoe 115, wire 126, kpolarized relay 119,'wire 127, 128 'and 129, resistance 130, wire 131, axle 132, wheel 133, to track rail 1 and thence the circuit is completed through-battery 17 in the dispatchers oiice as hereinbeiore' described. Under these conditions polarized relay 119 will be positively energized but neutral armature 121 will make contact with front contacts as 134 and 135, and polarized armatures 122, 123, 124 and 125' will assume'the left hand position as shown in Fig. 2 ,and will make Contact with their respective contacts as 136, 137 and. 133. In this position of the several armatures, a circuit is established through signalNo; 5 as `iollows: From positive pole of batteryv 120, wire 147, Contact 138, polarized armature 123, wire 146, armature 121, front contact 135, wire 145, polarized armature 125, contact 136, wire 144, signal No. 5, wires 143, 142, 128 and 141, polarized armature 124, contact 13,7, wires 140, and139 to the negative pole of battery 120. Y v

When the shoe 115 leaves the other end of the thus positively energized train control rail, contact 117 is again made and a stick circuit is established through polarized relay 119 which maintains the armatures of the relay'in the same position as follows: From positive side oibattery 120, wire 147, contact 138, polarized armature 123, wire 146, armature 121, front contact 134, wire 148, contact 117, contact shoe 115, wire 126, polarized relay 119, wires 127, Vand 141, polarized armature 124, Contact 137, and wires 14) and 139 to negative pole of battery 120. Thus the signal indication obtained at a train control rail is continued until the next train control rail is reached.

When the contact shoe 115 makes contact with a train control rail which is negatively energized,

an electrical circuit is established from track larize armatures 122, 123, 124 and 125 will now assuine the right position opposite to the one a shown in Fir. thus making contact with their respective contacts 151, 150 and 149. In this position of the several armatures Va circuit is c losedrthrough signal No. 6 as follows: From positive pole of battery 120, wire 147 Contact 149, polarized Varmature 124, wires 141, 128, 142 and 152, signal No. 6, wire 153, contact 151, polarized armature 122, wires'154 and 145', front contact 135, armature 121, wire 146, polarized armature 123, contact 150, and Wires 155, and 139 to the negative pole or" battery 120.

When the shoe 115, leavesy the other end of the negatively energized train control rail, contact 117 will again ce closed and a stick circuit is established through polarized relay 119 thus maintaining the armatures in the same position as follows:r From positive pole of battery 120, wire Y147, contact 149, polarized armature 124, wires 141 and 127, polarized relay 119, wire 126, contact 115, Contact 117, wire 148, front Contact 134, armature 121, wire 146, polarized armature 123, contact 150. and wires 155 and 139 Vto the negative side of battery 120.l Y

fWhen shoe-115 contacts with a train control rail which is deenergized, signal No. 7 is estabished on the locomotive in the following manner: When shoe 115 moves along the ramp porticnof the train control rail, contact 117 is opened `and thus the stick circuit which normally rnaintains polarized relay `119 energized between the train control rails, is broken. Under these' conditions neutral armature 121ldrops and makes contact with back Contact 156, thus establishing a' circuit through signal No. 7 as follows: From Vpositive pole of battery 120, wire 147, contact 138, polarized'armature 123, wire 146, armature 121, back contact 156, wire 157, signal No. 7, wires 158, 142, 128 and 141, polarized armature 124, contact 137, and wires 140 and 139 to the negative pole of battery 120. 4

When the contact shoe leaves the other end of the deenergized train control rail, contact 117 is again closed but the normal stick circuit for Arei or closed when a train approaches a switch. vAt Y the saine time a track switch. may not be moved 'from one position to another if a train is so close riso to a switch that it would be unable to reduce speed from a maximum speed to the necessary 'lower speed in order to take the switch at the siding safely.

Itwill be noted that the shoe 116 is applied on one side of the vehicle only and that the rainp rails 106, 10'.7 are located on one side of the track only and that the control is for traffic going in the direction of the arrow. rlhus the drawing shows the application of the system for traino in one direction onlyand when the train is moving in the opposite direction, with the locomotive turned around, shoe 116 is then on the opposite side of ythe track and away from the inuence of rainps 106, 107. if the system is to be applied to control tramo in both directions additional ramps and track circuits would be required. 'Ihe drawing is intended to illustrate the fundainentals of the system and is not intended to take the place of a block system for trafc in one or both directions but is intended to be embodied therein.

1n the dispatcher system or" controlling tramo to which this invention belongs, there is usually other methods of advising the dispatcher of train movements` than the OS-ing system disclosed the indication of the wayside signals and the cab signals. If the switch is to 'ce changed with a train on section A this can be done by the train crew after the train has been brought to a stop .and the dispatcher vcan deenergize the ramp rails for this purpose. k Y

The dispatcher thus has selective controlover the switches and the signals but his control over the switch is suspended by a train on a certainv portion of the track. f

After the ramp rails have been deenergized by a train in section B to cause the train to-stop., the dispatcher can exercise his control to give ra slow speed signal to the vehicle by energizing the ramp rails negatively. As the dispatcher has before him a record ci. the time the train has occupied section A he can gage its speed and, ii"

desired, permit it by a slow speed signal to close up on a train in section B. The pair of spaced ramps in section A enables the dispatcher to exercise his control of the cab signals twice in this section. l-le may institute a low speed signal at `the iirst ramp and stop at the second or he can reverse these conditions.

The ramps 106, 107, as shown in the diagram are energized from the line circuit on wire 22 and with a train in section A, the wire 22 is shunted by the back contact of relay 54 to the return rail; this shunt, however, does not short circuit the ramp rails, but leaves` them suficiently energized to effectively energize the relay 119 on the locomotive. lThe cab signal apparatus is operated by one polar-neutral relay with one battery, the polarity of the current trom which is controlled by this relay. When the relay is energized its holding or stick circuit is energized by the local battery in the direction which holds the polar armature in the position established at the time it was energized.

The ramp and shoe system of train control is used as a convenient method of showing the ap.- plication of my invention in the locomotive'oab.

The application may be used with other systems of train control in which the ramps correspond with controlled trackway apparatus to which the vehicle apparatusr is responsive.

Although I have particularly described one preferred physical embodiment of my invention and illustrated the saine, nevertheless I desire to have it understood that the particular form illustrated is merely illustrative, and does not exhaust the possible physical embodiments of means underlying the principles of my invention.

The invention includes a full range of equivalents for the apparatus illustrated or" which a variety are commercially obtainable. Where the specification expresses a theory of operation it is in accord with the operation as at present understood but may be subject to modincations 'in the light of later knowledge.

What I claim as new and desire to secure by Letters Patent of the United States, isz- 1. In a railway train controll system, in combination: a trackway; means dividing the trackway into electrically isolated sections; siding switches, at intervals along the tracliway; motors for operating said switches; a car; controlling instrumentalities on thel car;A a central station; a recording mechanism atthe central station; .means at the central station and operatively connecting the central station, car and switch niotcrs, and said recording mechanism, whereby when thexnotors are operated the car instrumentalities are operated and records are made at the central station the movements o1 the car.

2. In a railway train control system, in conibination: a trackway; means dividing the track- 'way into electrically isolated sections; siding switches at intervals along the trackway; motors for operating switches; a wayside signal for each switch adapted to indicate the closed positicn'thereof; a wayside signal for each switch adapted to indicate the open position thereof; a central station; means at the central station for simultaneously operating the switch and one of the signals and for selecting the signal which oorresponds to the position of the switch as effected by the operation of means; a vehicle, a cab signal on the vehicle having a plurality of indications; and means for changing the cab signal indications by said means at the central station.

3.' In a railway train control system, in combination: a trackway having track circuits with track relays; siding switches at intervals along the trackway; motors for operating said switches and controlled by said track relays; a signal for each switch adapted to indicate the closed position thereoa signal for each switch adapted to indicate the open` position thereof; a central station; means at the central station for simultaneously operating the switch and one of the signals and for selecting the signal which is adapted. to indicate the position of the switch. as effected by the operation of said means; and means at the central station controlled by said central station means and also controlled by said track relays for recording the,A presence of the car on the track circuits.

4. In a railway train control system incombination, a trackway divided into blocks, a siding switch diverging from the main traclrway, a Inotor for operating said switch to the open or closed position, signals to. indicate the condition of the traclway, a relay adjacent the trackway for controlling the motor andthe a central office, one electrical circuitbetween said central cnice and said relay, and manually operated means at ist CTI.

the central oice for conditioning said circuit to efect operation of said switch motor and said signals. r 5. In a railway train control system in combination, a trackway divided into blocks, a siding switch diverging from the main trackway, -a motor for operating said switch to the open'or closed position, signals to indicate the condition of the trackway, a relay adjacent the trackway forv controlling the motor and the signals, a central ofce, one electrical circuit between said central Voffice and said relay, and manually operated means at the central oiice for conditioning said circuit to effect the operation of said switch motor and said signals, and track circuit means for rendering the manual conditioning of the motor for operating the siding switch ineffective if a train is in a block adjacent the siding switch. 6. In a railway train control system in combination; a trackway; a train; a siding switch diverging from the main trackway; a motor vfor operating said switch to the open'or closed position; signals to indicate the condition of the trackway; means adjacent the trackway for controlling the motor and Vthe signals; a central oiiice; one electrical circuit between said central office and said means adjacent the trackwaymanually operated means at the central ofice for controlling said means adjacent the trackway, by conditioning said electrical circuit, to effect operation oi said switch motor and said signals; a track circuit on said trackwayhaving a track relay controlling said switch motor; and means controlled by said track Yrelay to indicate through said electrical circuit the entrance of said train upon the track circuit. 7. In a railway train control system in combination, a trackway; a train; a siding switch diverging from the main trackvvay; ainotor for operating said switch to the open or closed position; signals to indicate the condition of the trackway; a relay adjacent the trackway for controlling the motorand the signals; a central cnice; one electrical circuit between said central oice and said relay; manually operated means at the central oilce including a source of current for conditioning said relay through said circuit to operate said switch motor'and said signals; a track circuit on said trackway having a track relay controlling said Switch motor; and means controlled by said track relay to indicate through said electrical circuit the entrance of a train upon the track circuit and the kind `of signal, to be displayed to the train, for which said relay was -L conditioned at the time of entrance.

8. In a railway train control system in combination, a trackway divided into blocks, a siding switch diver-ging from the main trackway, a motor for operating said switch to the open or closed position, three signals, one to indicate proceed alongy the main trackway, one to indicate proceed into the siding, and one to indicate stop, a source of current for operating said moto-r and said signals, a relay adjacent the trackway for controlling the motor andthe signals, a central oiiceyone electrical circuit between said central ofce and said relay, manually operated means at'the central oiiice including a source of current for conditioning said switch motor and said signals to effect the operation thereof, a track circuit for each block, and means controlled by said trackcircuits by which the manual conditioning of the proceed signal andA the motor for operating the siding switch become in'eicctive ifa train is in the block adjacent the siding switch, and means 1ocated at the .said vcentral omce, rendered operable by one of said track circuits, to indicate the entrance of `said train into vthe block and the kind of signal displayed to the train.

9. In a railway train control system in combination, a trackway divided into blocks, a siding switch dii/'erging from the main trackway, a motor for operating said switchto the open or closed position, three signals, one .to indicate proceed alonCr themain vtiackway, one to indicate proceed into the siding, and one to indicate stop, a'soui'ce of current for operating said motor and said signals, a'relay1 adjacent the tre-ckway` for controlling the moto-rV and the signals, a central chica one electrical circuit between said central office and relay, manually operated means at the central office including a source oi current for conditioning said switch motor and said signals to effect the operation thereof, a track circuit ror each block, and means controlled by said track circuits by which the manual conditioning of the proceed signal and the motor for operating the siding switch become ineffective if a train is in the block adjacent the siding switch, and an indication is given at said central office, over said electrical circuit, of the entrance ofsaid train into the block and the kind of signal displayed to the train.

10. A train dispatching system comprising,V a main track and a siding dii/erging therefrom, a track switch for controlling movement of ltraffic over the main track and into said siding, signalsrior'governing movement of traffic over said main track andintosaid siding, a switch machine for governing operation'oi said track switch. a distant dispatchers oilice, an indicator in said dispatchers cnice', a lever in said dispatchers cnice, andY .means for vcontrolling said indicator by a train approaching said switch and controlling 'said switch machine and signals in accordance with tl'ieoperated position ofsaid levery over the same line circuit;

1l. In a train OS-ing system, the combination with a railwaytrack having a portionvthereof divided from the rest ofvsaid track hy insulating joints, a track circuit for said portion including the-usual normally energized track relay and a source of current, a dispatchers oiilce, a line circuit connecting said oice and said track portionfincluding indicating means located at said office', a wayside signal located at said track portion governed in accordance with traino conditions-on said track' portion and in advance thereof, and means for causing said indicator to distinctively respond to the condition of said trackA relay and the indicating condition of said wayside signal.

12. Means or operating an outlying track switch and indicating the movement of a train over said switch comprising, a switch machine for operating said track switch, a polar control relay located near said switch machine which if venergized to one energized position operates said switch machine and in: turn the track switch to one extreme position and if energized to the other position operates said track switch to the other extreme position, a line circuit connecting a local train dispatchers o nce and said polar controlrelay, an indicator at the oflice end of said line circuit, a lever in said oiiice for energihzing said polar control relay and in turn operating said switch machine, and means for controlling the indicating condition of said indicator over said linecircuit in accordance with the passage of a train by said track-switch.

i3. A.d method oi dispatching the rnovement oi trains by visual signal indications visible to the engineer ci approaching trains on railway systenis of which the track is provided with spaced tidings each having a track switch operable by a power operated switch machine, and having a track circuited fouling section, and a track circuited approach section; which consists in giving a train dispatcher located at a point distant from siding supervisory control over such switch machine for a particular siding end, and in detrain dispatcher of such supervisory coni-r i over tlie switch machine during the approach of a train in the approach section without dep-i ving the train dispatcher ci such supervisory control over one of such visual signals.

in a non-train-order train dispatching syste-ni. the coni nation with an outlying siding, a track switch or said siding, a switch machine or operating said track switch, signals governing the movement of trains by said track sv. tch, unitary supervisory control means for controling both said signals and said switch machine, :aid supervisory control means being so' constructed and interconnected with said switch rnacle that the approach of a train to the sv 1h will prevent operation of said switch machine through the niediuin of said supervisory control means, and means for iniorrning the .dispatcher as to the progress oi such train along the track.

In combination, a section of railway track,

two devices for governing traino through said stretch, manually controlled inea-ns for placing one device in a predetermined condi "on, manually controlled mechanism for operating the other device. control inssrumentalities at a dispatclfi- "is oce for said manually controlled means and d means aches s niechani dev-.ce without set into operation `when rl section for rendering 'cling saidy manually conj trailed means se d one device.

train-order train dispatching ination with a railway main de track diverging therefrom; a :.y vehicle; can signals in the cao of said y vehicle including two signal indications;

no i lor governing the indicating .conditions oi said signals 'oy said dispatching system in accordance with tramo conditions and route conditions in advance; whereby one signal 1, indication is displayed in the cab ii the vehicle is not to passthe switch on the main track nor enthe track, asecond indication is dis- 1 nel Vtor directing traine into the straight track or into said diverging route; a switch machine for operating said track switch; means for controlling said switci from Va distant point; :leans for displaying the diverging route cab signalupon the approach of the vehicle t0 the track switch if the track switch is set for the diverging route, and other calo signal means for indicating the condition of track occupancy ahead.

18. In combination, a railway traiiic governsin ineiective to operate said otherY ing device, a first relay for controlling said de-- vice, anindicati n relay, a circrdt including said rst relay and saro ndice-.tion relay in series, and means responslve to a train on he track operating upon circuit to effect the operation oi said indication relay but not the operation of said first relay.

19. A non-train-order train dispatching system for single track railways comprising a naanually operable circuit controller, a relay located at a siding distant from said controller, a circuit connecting said controller and relay, a recording device in said circuit at the controller end of said circuit, a source of energy at the circuit controller end of said circuit which through circuit controller may be applied to said relay and said recording device, and means at the relay end of saidl circuit for eiecting operation of said recording device without affecting the operation of said relay. y

20. In a non-train-order train dispatching system, the combination with a control relay located at a distant siding, signals located at such siding controlled jointly by a track relay at such siding and said control relay, la circuit for control relay including, control means and a recorder, and means for operating said recorder over said circuit without interfering with the control of said control relay by said control means.

2l. In a non-train-order train dispatching systhe combination .with a railway track having a side track dii/erging therefrom, a railway vehicle, cab signals in the cab of said railway vehicle .having at least three signal indications, and means controlled from theldispatchers cnice for governing the indicating conditions oi said can signals in accordance with traic conditions and route conditions in advance of the vehicle, whereby the engineer is distinctively informed by indications in the capas to whether he is to take the sidetrack or the main track upon his approach to vsaid side track.

22. In a non-train-order train dispatching systern, the combination with a railway track having a side track diverging therefrom, a railway vehicle, cab signals in the cab of said railway" veln'cle having at least three signal indications, a track switch at the entrance to said side track, and means controlled from` the dispatchers office for governing the indications of said calo signals in accordance with traffic conditions ahead and in accordance with the position ci said track switch upon the approach oi said vehicle toward he points oi said switch. l

23. A non-train-order cab signal train dispatching system for railways having passing sidings comprising; a railway vehicle having a three indication calo signal; means partly on the vehicle and partly along the trackway for governi-ng said signal indications in accordance with traic conditions ahead of the vehicle and in accordance with manually operable means located at a distant tower.

24.211 a train dispatching system, a single track and an adjoining main track having a siding to permit the passage of trains; a plurality of signals located at the entrance of the siding for governing the movement of trains either into the siding or the :nain track; inanually controlled means located at a central oidce for controlling said signals; a source of current; a single circuit extending from. said central oiilce and including said source of current, the manual nieans for controlling said signals and a track circuit in said single track; and means located l mi ` the signals and the switchemachineain taking at' the central oice responsive l to said track circuit for recording electrically the time, of en-4 trance of a train into and departure oa train from the single track,l 25. A non-train-order train dispatching and ).S. signaling system for railways comprising, a manually operable circuit controller,.arelay located at a siding distant from said controller, a circuit connecting said controller and relay, an indicating device in said circuit at thecon-y troller end of said circuit, a source of energyKat the circuit controller end of said circuit which through said circuit controller `may be applied to said relay and said indicating device, and means at the relay end of said circuitV for operatf, ing said indicating device without affecting nor?.l mal operation of said relay. 7 l' Y 26. A method of dispatching the movement oi trains over railway systemsA having poweroperated track switches at theends of sidngs, and signals at such track switches for governing the direction of train travel over said track switches; which consists in giving the train dispatcher selective supervisory control over the signals and control over the switch machines, in taking away such supervisory control asfar as it affects the control of the switch machine but notv taking it away*v as far asit affects the control of thesignals when there is a train approaching saidtrack i switch.

27. A method of dispatchingthe movement of trains over railway systems having power operated track switches at vtheends of siding, and sig-l nals at such track switches; which consists'in giving the train dispatcher supervisory control over away such supervisory control as far as it affects the control of the switch machine but not, taking it away as far as it affects the control ofthe signals when there is a train approaching said signals, said supervisory control being capable of controlling said signals onlyV to give .indica tions the same as or more restrictive vtharlfthe actual traic conditions .existing in advance 'of such signals. Y f' 28. A switch andsi'gnal system for controlling the movement of trains into the sidef track or main trackfof a siding located at a distant point, a track switch Vfor determ'iningdwhether an appreaching trainshall enter the side track or main track, a switch machine for operating said track switch, a track. circuit controlling 'said switch machine, signals at saidtrack switchior governing the movement of trains into saidfside track and main track, yarrelay controlled from a local lever for controlling saidl switch machine and signals, and means for preventing operation of such switch machine in response to operation of said relay if an approaching train vhas entered upon said trackcircuit, but permitting opera'- tionofsaidsignals. Y f ,l y 29. A method of dispatching the movement of trains by visual signal indications on a `railway system of which the track is provided'with spaced sidings each having a track switch operable .by a power operated switch machine, 'aitrack circuited approach section at the approach 'of said siding, a single circuit connecting saidpsiding with a train dispatchers oiiice; which method consists in giving the train dispatchery supervisory control over said signals and over the .switch ma# chine through the medium of "said circuit, in informing the train dispatcher as to thev movement of trains through the medium of said circuit, and

in depriving the train dispatcher of said supera signal for. governing the entrance of trains to themain'track of saidppassing siding; a signal iorgoverningthe entrance of trains to the sidingv of ,saidapassing siding; a three position con-` trolzrelayvwhichif in onel energized position'permits one .of saidsignals to clear subject to control offc'onditicnsJoitraic ahead, which if in the otherenergized position v,permits the other signal to clear, andA which if inthe deenergized condition permits neither of said signals tok clear; a line'circuit forv controlling said control relay from the train dispatchers oflice; and means including said line circuit to inform'the train dispatcher asto `the passage of trains by said track switch. .31.' Atrain rdispatchingsystem comprising, a main'y track and a"siding diverging therefrom, a track switch for controlling movement of traiiic over the main track and into said siding, signals for governing movement oftraic over said main track'and into `said siding, a switch machine for governing operation of saidvtrack switch, a track circuit inthe: stretch of .track approaching said track switch,a distant dispatchers oice, anin- 105 dicator in said .dispatchers oice, .a lever 'in said dispatcherfs office, and means for controlling said indicator in accordance with the occupancy of said` track .circuit and V`controlling said switch machine and signals inV accordance with the operatedvposition of said lever over the same line circuit-m L32. A- railway traffic controlling system comprising a main track? and a connecting track, a power operated-switch movement operating the switch to the connecting track, a signal, atrack .circuit with a track relay, a three position relay selectively! controlling both operationsfof said switch; movement and the indication of said signal, said track relay 'controlling said switchmove- 120 ment, 'a dispatchers officev lwith `a controlling switch',` a circuit connecting said threeposition relay with said controlling switch -for the selective@operation of saidV three position relay, and a translating deviceconnectedin said circuit at the dispatchers oiiice.

33. A railwaytrafc controlling system comprising amain track and a connecting track, a. power 'operatedfswitchmovement `operating the switchtothe connecting track, -a signal, a track circuit' with atrack relay, a three position relay selectively controlling said switch movement and said signal, a dispatchers' office with a controlling switch, a circuit connecting said three position relayiwith lsaid controlling switch for the selective operation of 'said three position relay, and a translating device at the dispatchers olice connectediin said circuit .and means for operating said-translating device by saidtrack relay, -.j

34. A `railway' traffic controlling system comprisinga main track and a connecting track, a power operated switch movement operating the switchto the connecting track, a signal, a track circuit with at'rack relay, a three position relay 145 selectively'controlling said switch movement and said signal, said track relaycontrolling said switch movement, a vdispatchers ofce with a controlling switch,- a circuit connecting saidthree position relay with said controlling switch for the'selective 150 operation of said three position relay, and a translating device at the dispatchers office connected in said circuit and brought into operation by the operation of'said track relay. 1

35. A railwayV trafc controlling system comprising a main track and a connecting track, a power operating switch movement operating the switch to the connecting track, a signal, a track A circuit with a'track relay,a three position relay selectively controlling saidrswitch movement and said signal, a dispatchers oiice with a controlling switch, a circuit connectingsaid three position relay with said controllingv switch forA the selective operation of said three. position relay, and a translating device at the dispatchers oiiice connected in said circuit, and means controlled by said .track'relay for changing the resistance Yof said circuit to .cause operation of sai translating device. Y

. 36. A railway trafiic controlling system cornprising a vmain track and a connecting track, a power operated switch movement operating the switch to the connecting track, a signal, a track circuit with a track relay, la three position relay i selectively vcontrolling said switch movement Aand said signal, a dispatchers office with a controlling switch, a circuit with a. resistance therein connecting said three position relay with said a controlling switch, a circuit connectingxsaid.

control relay` with said controlling switch for the selective operation of said switch movement,

;; a translating device connected in circuit, a time recordingv device operated .'byn said translating device and means foroperating said translating device bysaid track relay.

38. A railway traiiic controlling system comprisinga main track and a connecting track, a power operated switch movement operating the I switch to the connecting track, asignal, a track Siti itc:

circuit with a-track relay, a three position relay selectively controlling said switch movement and said signal, a ,dispatchers ofcerrwithjawcontrollingswitch, a. circuit Vconnecting `said. three positionv relay with said' controlling switch for the selective operation of said relay, and a translating device at the `dispatchers ofiice connected in said circuit with a resistance therein connectingv said three position'relay with said controlling switch for the selective operation of said relay, a translatingdevice in said circuit, and means whereby said resistance is yshunted by said track relay in the deenergized positiony to cause the operation of said translating device.

39. Ai railway trafiic lcontrolling system comprising amain track, a power operated switch movement operating the switch to the connect-A ing track,'a trackway signal giving-a plurality of indications, a track circuit with a track relay, a three position relay selectivelyl controlling. said switch movement and the Yindications of said signal, Asaid track relay controlling part only of saidsignal indications, a dispatcherr's` oiiice with a controllingY switch, a circuit connecting said three position relay with said controlling switch for the selective operation'of said'three position relay, and a translating device at the dispatchers oiiice connected with 'said circuit and `operated by the presence of a train on the track. l

40.y Ay railway 'tra-nic controlling system comprising'a main track and a connecting track, apower operated switch movement operating the switch to the connecting track, a trackway signal, a track circuit with a track relay controlling said switch movement, a three positionrelay' selectively controlling vsaid switch movement and said signal, a dispatchersoiiice with a controlling switch, a circuit connecting said three position relay With'said controlling'switch for the selective operation of said three lposition relay, a translating device at the dispatchers oiiice connected in said circuit and means on the trackway at said` connecting track for opening and closing a circuit for operating saidtranslating device, without interfering with the normalfoperation of said three position relay. l y

41. A railway traffic controllingsystem com` prising a main track anda connecting track,` a power operatedA switch movement operating the switch to the connecting track, a trackway signal, n

a control device for controlling said switch nivement and said signal, a dispatchers office Vwith a controlling switch, a circuit connecting said control device'with said controlling switch for the operation of said device,a translating device cuit, and' means` on the trackway at theconnecting track for opening and closinga circuit for operating said translating device without inter` fering with the normal operation of said control device. n Y '1 1 42. A railway trafiic `controlling system comprising va main track and a connecting track`a power 4operated switch movement operating lthe switchfto the connectingl tracka track circuit with attack relay controlling said switch movement, a device having l means iorv selectively establishing'a plurality of circuits controlling said switch movement, a dis'patchers' ofllce with a controllingswitch, a circuit connecting said del vice with said controlling switch for theselective operation Vof said device,and a translating'device inr the dispatchers cflice connected in' saidcir-j cuit and means .onvrtheitrackway operated byjtle presence ofy a. trainl `for operating said translating device. I n 43. 'A Vrailway traiiic controlling system 'corne prising a main trackl ancla connecting track, a power operated switchjmovementoperating the switch to theY connecting track, aftrack circuit With a trackrelay controlling said switch move'- ment, an electric'apparatus selectivelyresppnsive to current of diierent characteristics -controlling said switch movement, a dispatchers Voice,"curf rent sources of. diiferent characteristics,ja circuit connecting .said apparatus with said dispatcherfs oiiicemeans in the'dispatchers oflicefor energizing saidcircuit with'current'irorn one otjsaid 'sources of a particular characteristicffor the selective operation of said apparatus, and a trans-` lating device connected in lsaid circuit at the dispatchers' oiice and .means on thek trackway at the connecting track operated byA a trainen the track for operating saidt'ranslating device.

n li -f VPAULJ.' SIMMENH lati`

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